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Aug 4, 1953 G, T, RANDOL Re. 23,695

AUTOMOTIVE POWER-TRANSMITTING SYSTEM AND MECHANISM Original Filed Sept. 29, 1945 I 11 Sheets-Sheet 1 wax/MW HTTQRMEH Aug. 4, 1953 G. T. RANDOL R 23,595

AUTOMOTIVE POWER-TRANSMITTING SYSTEM AND MECHANISM Original Filed Sept. 29, 1945 11 Sheets-Sheet 2 /N/En/roR-' 61. E MN 72' Rim/001.,

Aug. 4, 1953 RANDOL Re. 23,695

AUTOMOTIVE POWER-TRANSMITTING SYSTEM AND MECHANISM Original Filefl Sept. 29, 1945 11 Sheets-Sheet 3 G. T. RANDOL Aug; 4, 1953 AUTOMOTIVE POWER-TRANSMITTING SYSTEM AND MECHANISM 11 SheetsSheet 4 Original Filed Sept. 29, 1945 M m /A/:/EA/7OR: GLENN 7'. Rah/001.,

1953 G. T. RANDOL Re. 23,695

AUTOMOTIVE POWER-TRANSMITTING SYSTEM AND MECHANISM Original Filed Sept. 29, 1945 4 ll Sheets-Sheet 5 QT'ToRA/EK G. T. RANDOL Re. 23,695

AUTOMOTIVE POWER-TRANSMITTING SYSTEM AND MECHANISM Aug. 4, 1953 11 Sheets-Sheet 6 Original Filed Sept. 29, 1945 1953 G. T. RANDOL Re. 23,695

AUTOMOTIVE POWER-TRANSMITTING SYSTEM AND MECHANISM Original Filed Sept. 29, 1945 11 Sheets-Sheet 7 m w I /45 N/fA/Ta IIIIiII/f I GLENN 7: FHA/D01.

G. T. RANDOL Re. 23,695

AUTOMOTIVE POWER-TRANSMITTING SYSTEM AND MECHANISM Aug. 4, 1953 ll Sheets-Sheet 8 Original Filed Sept. 29, 1945 Jillian/WW IIIIM Dun HTTOPA/a/ 3 G. T. RANDOL Re. 23,695

AUTOMOTIVE POWER-TRANSMITTING SYSTEM AND MECHANISM Original Filed Sept. 29, 1945 11 Sheets-Sheet 9 By yf k 4, 1953 G. T. RANDOL 1 Re. 23,695

AUTOMOTIVE POWER-TRANSMITTING SYSTEM AND MECHANISM Original Filed Sept. 29, 1945 11 Sheets-Sheet 10 Ignition div/ ch Aug. 4, 1953 G. T. RANDOL Re. 23,695

AUTOMOTIVE POWER-TRANSMITTING SYSTEM AND MECHANISM Original Filed Sept. 29, 1945 ll Sheets-Sheet 11 IIIIIIL;

firToQA/EW Reissued Aug. 4, 1953 AUTOMOTIVE POWER-TRANSMITTilIG SYSTEM AND 'MECHANISM Glenn T. Randol, Mountain Lake Park, Md.

Original No. 2,597,840, dated May 20, 1952, Serial No. 619,365, September 29, 1945.

Application for reissue July 31, 1952, Serial No. 302,025

32 Claims.

Matter enclosed in brackets 1 appears in the original patent but forms no part of this reissue specification; matter printed in italics indicates the additions made by reissue.

This invention relates to control means for power-transmitting means for automobiles and the like, and more particularly, that type which embodies a motor power-operated device controllable by the accelerator mechanism of an associated motor vehicle, and arranged to cause operation of only the friction clutch of such transmitting systems or both the clutch and an associated change-speed [comprising such] gearing systems if desired.

In prior types of motor power-operated devices employed for controlling motor vehicle friction clutches to accommodate changes in gear ratios of an associated change-speed gearing, either automatically or manually, the control valve mechanism therefor generally embodies either follow-up valve mechanism or bleed-oil valve mechanism for controlling the engagement of the clutch. These control valve mechanisms are under the control of the acceleratormechanism and the arrangement is such that when the accelerator mechanism is fully released into engine idling position, the clutch will be automatically disengaged to facilitates change in drive ratio. Upon depressing the accelerator mechanism, following a change in drive ratio, the re-engagement of the clutch is so attempted to be controlled as to automatically accomplish a smooth clutch engagement. In both types of clutch control mechanisms above referred to the desirable clutch reengagement attempted to be accomplished under control of the accelerator mechanism i not possible under all conditions since it is too dependent upon the timed manipulation of the accelerator pedal by the operatorof the vehicle.

In prior control mechanisms wherein a bleedoif valve is employed to control therate of reengagement of the clutch, the operator must so carefully depress the accelerator pedal as to obtain correctly timed bleed-off conditions before smooth clutch re-engagement can occur. It is thus easily possible for-the operator to depress the accelerator too rapidly, particularly in the lower speeds, and thus "dump" the clutch by "over-shooting," with the accelerator mechanism, the initial frictional engaging point of the clutch elements.

when a follow-up value mechanism is employed, some of the inefllciencies and disadvantages of the bleedeoff valve arrangement are eliminated, this being accomplished by taking part of the control away from the operator [and] by making the follow-up valve operate in coordination with the extent and rate of depressing the accelerator pedalland with] causing the differ- 2 ential fluid pressure [effective in] to correspondingly actuate the fluid pressure motor [controlling] to control the clutch. It is nevertheless, possible in such control mechanisms employing the follow-up type of valve to "dump the clutch by a too rapid depressing of the accelerator pedal which will nullify the follow-up valve action. There is no function in such control mechanism which will prevent the operator by so depressing the accelerator pedal from obtaining undesirable engaging action of the clutch, particularly [after the time of] following initial frictional contact of the clutch elements. The control mechanism embodying the follow-up valve functions very successfully in obtaining proper control or reengagement of the clutch up to the point [where] wherein the clutch elements initially contact, but

after [this] such initial "slipping" engagement -0perative condition [and consequently a] with consequent jerking" of the vehicle in starting. If the accelerator mechanism is attempted to be controlled accurately to obtain smooth clutch engagement it is possible that the engine will not be speeded up sufliciently at-the time of clutch re-engagement, thus stalling the engine. The dumping of the clutch may also cause "grabbing," thereby stalling of the engine and imposing severe strain on the vehicle driving parts. Racing of the engine prior to full clutch engagement may also be present.

In accordance with my invention, I have'eliminated the well known objections to the prior art types of clutch control mechanisms by improving the type of control mechanism embodying the follow-up valve, such improvement comprising structure so associated with the follow-up valve that the full engagement of the clutch elements is brought about after initial frictional contact [of the clutch element] thereof without any dependence on any particular mode of operation of the accelerator mechanism. In other words. the arresting or retarding of the movement of the clutch elements at substantially the initial frictional contact of said elements is so automatically 1 controlled independently of operation of the acon the accelerator edal. With my improved con-- trol mechanism the engagement of the clutch may be properly modulated, that is, have its extent and rate of engagement properly varied so as to accomplish rapid and smooth engagement to full operating condition. The modulation is in accordance with accelerator pedal movement up to a predetermined point, and thereafter it is automatic and not dependent on any particular mode of operation of the pedal.

One of the principal objects of my invention is to provide a fluid pressure operated device and associated control means for controlling the disengaging of a [main] friction clutch and its engagin by manipulation of the accelerator mechanism whereby there will be accomplished smooth clutch engagement after a predetermined point during clutch engagement without dependence upon any particular mode of operation of the accelerator mechanism.

Another object is to so combine the clutch control structure with a speed-responsive device and the control means for an associated changespeed gearing, that the clutch will be properly controlled during ratio changing, so that a vehicle can be driven efliciently with a minimum of eflort and manipulation of control members.

Still another object is to produce a control mechanism for a motor power-operated device having a movable power element, and which has embodied therein an improved follow-up mechanism so controllable by the energized condition of the power-operated device and a [manually] pedally-controlled member, that said follow-up mechanism will be efl'ective onlyto control the releasing movement of the movable element of the power-operated device to a predetermined point, regardless of the manipulation of the [manually] pedallu-controlled member.

A further object is to associate with the followup mechanism additional mechanism for automatically controlling the clutch releasing movement of the movable element of the motor poweroperated device after the predetermined point is reached and in accordance with the extent and rate of releasing movement.

Yet a further object is to produce an improved friction clutch controlling mechanism of the type embodying a follow-up valve controllable by the accelerator mechanism of an associated internalcombustion engine and the degree of energization of the fluid pressure motor employed to actuate the clutch.

A further object is to associate with a follow-up valve mechanism employed to control a fluid pressure actuated motor during clutch engagement thereby, a dampening valve means which will automatically control the engagement of the clutch elements to full operative condition after a predetermined point is attained in the clutch engaging operation, and independently of the relative-positions the elements of the follow-up valve may operatively assume.

A further object is to produce a clutch control mechanism which will embody both a follow-up valve and a dampening valve for controlling the engagement of the clutch by a motive fluid actuating motor to thus obtain a smooth clutch engagement without any special operation of a [manually] personally-controlled member employable to initiate clutch disengagement and the engagement by other means of the control mechanism A more speciflc object is to so combine the follow-up valve andthe dampening valve that one of the elements of the follow-up valve will 4 serve as the movable valve element of the dampening valve to thereby produce a simple and inexpensive control valve'structure.

A further object is to so associate the dampening valve with the follow-up valve that the former can be controlled either by the diiferential fluid pressure effective on the movable element of the fluid actuated motor operatively connected to control the clutch, or by mechanical means operatively connected to be controlled by the extent of, engagement of the clutch elements during movement to full operative clutch engagement.

A further object is to provide in a control mechanism for a fluid motor actuated friction clutch controllable by the accelerator, and having a follow-up valve for controlling the engagement of the clutch elements when the acceleratormechanism is moved from released engine idling position, means whereby the function of the follow-up valve may be eliminated and the clutch caused to disengage and immediately re-engage when the accelerator mechanism is moved to a position within limits substantially at the end of its engine operative range.

A further object is to so design a follow-up valve for use in a friction clutch control mechanism operable from the accelerator mechanism that an element thereof can be employed to cause the fluid pressure motor operatively connected to the clutch to operate to disengage the clutch and control its immediate re-engagement when the accelerator mechanism is moved to a position within limits substantially at the end of its engine operative range, and without release of the accelerator mechanism.

A further object is toproduce a friction clutch control mechanism for an automotive vehicle which will cause quick clutch disengagement upon release of the accelerator mechanism of the engine to thus accommodate selective ratio changing of the gearing, and upon the completion of said ratio changing to allow quick reengagement of the clutch independent of control of the accelerator mechanism.

Yet a further object is to provide an accelerator-operated friction clutch control mechanism and so associate it with a change-speed gearing control means, that when the gearing is in a predetermined speed ratio the clutch may be disengaged automatically by release of the accelerator mechanism to engine idling position and immediately controlled to automatically re-engage following a change to a new speed ratio.

A further object is to provide a motor vehicle,

with a. control means whereby the operator may properly control the disengagement of the associated friction clutch and its smooth re-engagement by release and depression of the accelerator pedal when certain speed [ratios] drives are selectively established, and to control disengagement of the clutch by release of the accelerator pedal and automatic quick re-engagement thereof upon the selective establishment of higher speed [ratios] drives.

Another object is to provide a motor vehicle with control means whereby the operator may control the vehicle in the manner above set forth and additionally'enable the operator. by a full depressing of the accelerator pedal, to cause dis.- engagement ofthe clutch, to automatically change the gear ratio from a higher speed to a lower speed and to accommodate quick automatic re-engagement of the clutch without release of the accelerator pedal from its fully depressed position.

Still another object of the invention is to provide a fluid pressure operated device for disengaging and controlling re-engagement of a vehicle friction clutch, and to control said device in accordance with certain predetermined conditions of the vehicle engine accelerator mechanism, a speed-responsive means and a changespeed transmission drivinplu associated with the clutch.

Another object related-to that last stated is to provide a clutch control device which will be under the control of the accelerator pedal to cause the clutch to disengage, either in full released or full depressed position of the accelerator mechanism, and also so arranged that the selective shifting of associated gearing speed ratios can be effected in either extreme position of the accelerator pedal.

A further specific object is to provide a control means for a motor vehicle which will be so connected to the [main] engine friction clutch and controllable by the accelerator mechanism, the control means for the change-speed gearing and the speed of the vehicle, that the operator can accomplish gear ratio changin in a simple and efficient manner for all conditions that may be encountered in driving the vehicle.

Other-objects of the invention will become apparent from the following description taken in connection with the accompanying drawings showing, by way of example, vehicle control means embodying the invention.

In the drawings:

Figure 1 is a side view, with some parts in section, of a portion of a vehicle showing my improved control mechanism associated with the engine, its accelerator mechanism, the powertransmitting friction clutch and the changespeed gearing, said control mechanism having its parts in positions assumed when the vehicle is stopped with the engine not running, the clutch engaged and the gearing in neutral condition;

Figure 2 is a side view of a part of the structure shown in Figure 1, showing the clutch fully disengaged and the gearing in second speed drive;

Figure 3 is a view similar to Figure 2, but showing the position of the parts when high gear ratio is established with the friction clutch disenaz Figure 4 is a top view of the change-speed gearing and associated control mechanism, together with the governor driving connection, said gearing being in neutral condition;

Figure 5 is a view of a portion of the structure of Figure 4, showing the position of the parts when second gear is engaged and the engine clutch disengaged;

Figure 6 is a view of the steering wheel mounted gear shift handle and associated gear indicating bracket, as viewed by the operator of the vehicle;

Figure 7 is a view of the gear shifting arms and associated structure at the lower end of the gear shifting control shaft on the steering column, said view being taken on the line |'l of Figure 1;

Figure 8 is an enlarged side view of my improved clutch control mechanism and associated structure, with the parts in the positions shown in Figure 1;

Figure 9 is an enlarged partial sectional view of a portion of the structure of Figure 8, showing details of the solenoid-controlled valve in its closed position;

kick-down" operation, which Figure 10 is a sectional view of the solenoid valve showing it in open position with the solenoid energized;

Figure 11 is a top plan view of the control mechanism structure shown in Figure 8;

Figure 12 is a view similar to Figure 8, bu showing the positions assumed by the parts upon initial depressing of the accelerator pedal to [begin] inaugurate the clutch engaging follow-up action;

Figure 13 is a view similar to Figure 12, showing the position assumed by the parts when the accelerator pedal is depressed within limits of wide open throttle position and known as the "kick-down operation whereby the clutch may be disengaged and a shift to second gear automatically made following which, automatic reengagement of the clutch will occur without changing the position'of the accelerator pedal;

Figure 14 is a front end view of my improved clutch control mechanism showing the manner in which it is mounted on the supporting bracket;

Figure 15 is a longitudinal sectional view taken on the line l5lI of Figure 9;

Figure 16 is a cross sectional view taken on the line l8li of Figure 15;

Figure 17 is an exploded perspective view of the parts of the combined follow-up and dampening valve elements;

Figure 18 is a sectional view similar to Figure 17 showing the positions of the parts when the engine is running and the follow-up-dampening valve element is moved to its initial follow-up position by the diaphragm motor;

Figure 19 is a sectional view similar to Figure 18, but showing another position of the followup valve elements resulting from further depressing the accelerator to increase the engine speed and wherein the follow-up action is initiated to cause the clutch elements to begin moving toward their engaged positions;

Figure 20 is a sectional view similar to Figure 19, but showing the positions of the parts when the accelerator pedal is positioned to perform the position is within limits of wide open throttle.

Figure 21 is a sectional view of my improved centrifugal two-stage governor switch and its driving connection with the vehicle propeller shaft, said governor [section] sectional view being taken on the line 2 l2l of Figure 11 and said driving connection sectional view being taken on the line 2l-2l of Figure 4;

Figure 22 is a sectional view taken on the line 22-22 of Figure 21;

Figure 23 is a sectional view taken on the line 23-22 of Figure 21 showing details of the overcenter spring actuated contact element;

Figure 24 is a sectional view similar to Figure 23, but showing the position of the switch double contact element when the speed of the car is above approximately 5 to '7 miles per hour;

Figure 25 is an enlarged sectional view taken on the line 2525 of Figure 24;

Figure 26 is a top plan view taken as indicated by the line 2626 of Figure 1 showing the mounting of the limit switch and the connection between the second and the high gear shifting arms and the cam for controlling the two switch contacts.

Figure 2'7 is a front end view taken on the line 21-21 of Figure 26;

Figure 28 is a longitudinal sectional view taken on the line 28-28 of Figure 26 Figure 29 is a cross sectional view taken on the line 2929 of Figure 26;

Figure 30 is a view taken on the line 30-30 of Figure 28 showing in particular the mounting of the cam actuated contacts;

Figure 31 is a view taken on the line ll-ll of Figure 28 with the cover and associated parts removed to thus show details of the switch cam member;

Figure 32 is a view showing the second speed ratio limit switch contacts and associated cam in switch open' positions;

Figure 33 is aview showing the high speed ratio limit switch contacts and associated cam in switch open positions;

Figure 34 is a perspective view of the cam for controlling the limit switch movable contacts;

Figure 35 is a view, taken from the line 36-45 of Figure l, of the accelerator switch, a portion of the cover being broken away to show the movable contact member and the cam for actuating same, said contact member being in closed position;

Figure 36 is a vertical sectional view taken on the line 36-36 of Figure 35;

Figure 3'7 is a cross sectional view taken on the line 31-31 of Figure 35;

Figure 38 is a view of the fiber cover plate showing the switch contacts, said view being taken on the line 38-38 of Figure 36;

Figure 39 is a view showing the cam member actuated to open the switch contacts;

Figure 40 is a longitudinal sectional view of the "kick-down switch, said view being taken on the line -40 of Figure 1;

Figure 41 is a side view of the kick-down" switch, taken on the line 4lll' of Figure 40, showing the mounting bracket and the contact members in their open position and also the associated lever for actuating the auxiliary butterfly valve to [closed] open position when the accelerator pedal is released;

Figure 42 is a view of the cover plate of the switch and the two contacts carried thereby;

Figure 43 is a side view similar to Figure 41, but showing the positions assumed by the parts when the accelerator pedal is fully depressed, auxiliary butterfly closed and kick-down" switch circuit energized;

Figure 44 is a view of the ignition switch as viewed on the line 44- of Figure 1;

Figure 45 is a vertical sectional view taken on the line 4545 of Figure 44;

Figure 46 is a view of the movable block and carried contacts of the ignition switch;

Figure 47 is a view of the ignition switch box with the cover plate removed and showing the "open and "closed positions of said movable block and carried contacts, the open position being shown in dashed lines, as are also the fixed contacts carried by the removed cover plate;

Figure 48 is a schematic illustration of the electrical wiring diagram for controlling my improved clutch control mechanism, together with the various mechanical and electrical units comprising the system, and wherein energized circuits are depicted by solid lines and non-energized circuits are depicted by dashed lines;

Figure 49 is a view of a modified clutch control mechanism wherein the vacuum-diaphragm is eliminated and a direct mechanical connection substituted therefor between the follow-up dampening valve and the friction clutch movable element;

Figure 50 is a front end view of the modified structure shown in Figure 49; and

Figure 51 is a view of the modified structure of Figure 49 showing the hookup with the clutch. said clutch being in full disengaged position and the combined follow-up and dampening valve in its initial restricting position.

Referring to the drawings in detail, and first to Figures 1 to 'l, inclusive, there is disclosed in Figure 1 a vehicle internal-combustion engine E having a carburetor "R" which is controlled by accelerator mechanism including the pedal "P" positioned in the operators compartment of the vehicle. The crank shaft of the engine "E" is connected by means of a friction clutch "CL and a change-speed gearing "T" to drive the wheels of the vehicle through the usual propeller shaft and the differential gearing (not shown).

The friction clutch "CL" is enclosed within a clutch housing I attached to the engine and to which is secured the gearing housing 2 containing the change-speed gearing. The crank shaft of the engine drives the fly-wheel 3 which has bolted thereto a cone type clutch element 4. In alignment with the crank shaft is the driving shaft 5 for the gearing and splined on this driving shaft is the movable cone clutch element 6. Springs (not shown) are employed to normally maintain the two clutch elements engaged so that power may be transmitted through the clutch to the gearing. The movable clutch element 6 is movable to the clutch disengaged position by a fork I secured to a cross shaft 8 journaled in the forward bell portion of the gearing housing. On the outer end of this shaft Ii is an upstanding arm 9 whereby the fork may be actuated. This arm is operably connected by a rod III to the intermediate part of an arm I I pivoted on the side of the clutch housing I by means of a pin it. Arm II is arranged to be-actuated by a fluid pressure servomoter "M which is for example, illustrated as a suction type and will be described in detail later. The particular cone type clutch illustrated is for the purpose of example only and it is to be understood that any type of friction clutch can be employed in the place of that shown.

The change-speed gearing, shown by way of example, and enclosed in the housing 2 is a conventional sliding gear type. It is best illustrated in Figure 4. The driving shaft 5. coming from the clutch, is journaled in the forward end wall of the gearing housing and integrally carries the driving gear I3 for the gearing. This gear l3 constantly meshes with a gear 14 carried by the countershait l5 for constantly driving said countershaft, and also the second speed gear l6, the low speed gear I! and the reverse speed gear l8 integral with the countershaft. The driven shaft IQ of the gearing is axially aligned with the driving shaft 5 and has its forward end piloted insaid driving shaft and its rear end journaled in the rear end wall of the gearing housing 2. The rear portion of this driven shaft has splined thereon the combined low and reverse gear 20 which, when in its neutral position (shown in Figure 4), is positioned between the low and reverse gears on the countershaft. When this gear 20 is moved forwardly that is, to the left as viewed in Figure 4, it will mesh with the gear II to produce low speed drive, and if the countershaft is rotated, power will be transmitted to the driven shaft I! and [then] thence to the wheels of the gearing through the universal joint II and the propeller shaft 22 shown in Figure 4.

' tions;

eases When the gear is moved rearwardly from the neutral position shown in Figure 4, it will engage with an idler gear 23 constantly in mesh with the gear l8 on the countershaft. This will establish reverse speed drive to the wheels of the vehicle,

Forwardly of the gear 20 there is rotatably mounted on the driven shaft a second speed gear 24 which is in constant mesh with the second speed gear It on the countershaft. The forward face of gear 24 carries integral clutch teeth 25. Similarly the rear face of the driving gear 13 carries integral clutch teeth 28. These two toothed clutch elements are spaced apart and mounted therebetween is a double clutch element 21. This clutch element is slidable on the driven shaft and is connected thereto through splines, as is well known construction. When the double clutch element 21 is moved from its neutral position shown in Figure 4 to engage with the clutch teeth 25, the gear 24 will be connected to the driven shaft and with the countershaft so that rotating power will be transmitted to the wheels of the vehicle in second speed ratio. If the double clutch element 21 should be moved forwardly from its neutral position it will engage the teeth 26 and directly connect the driving and driven shafts to obtain direct or high speeddrive. The double clutch element 21 and the clutch teeth and 23 generally I have associated therewith suitable synchronizing means, but such as not shown in detail for the e 1' sim licit Th: side of 51B gearing housing is provided with an opening which is engaged by a cover plate 28 in which are 'oui'naled two shifting shafts 29 and 30. On the inner end of the shaft 23 is a shifting arm 3| in which is pivotally mounted a shifting fork 32 for controlling the double clutch element 21 to shift it to its various positions; namely, those to obtain neutral and second and high speed [ratios] drives. The inner end of the shaft carries a similar shifting arm 33 in which is pivotally mounted a shifting fork 34 for controlling the combined low and reverse slidable gear 20 to shift to its various posinamely, neutral and low and reverse [speed] gear ratio positions. Associated with the shifting arms 3| and 32 is a suitable gear position detent and interlocking structure 35 [so as] eflective to prevent either the gear 20 or the double clutch element 21 from being shifted when the other is in a [speed] gear ratio operative position.

The gearing may be controlled in any suitable manner but, as shown, is arranged to be manually-controlled in a selective manner by means of a conventional gear shift lever "H mounted on the steering column just below the steering wheel 36. To accomplish this, the outer end ofthe shaft 23 has secured thereto an arm 31 and the outer end of the shaft 30 has secured thereto an arm 38. The arm 31 is operably connected by a link 39 to a gear shifting arm 40 (Figure 'l) pivotally carried on the lower end of a control shaft 4| mounted in parallel relation to the steering column 42 for both limited rotary and sliding movement. Similarly the arm 38 is operably connected by a rod 43 to a gear shifting arm 44 pivotally carried on the shaft 4| just above the arm 40. The upper end of the shaft 4| has secured to it the gear shifting lever H (Figure 6), with which is associated a pointer 45 for cooperation with an indicia plate 45. This indicia plate is provided with an H slot with which the pointer cooperates to indicate the various [speed] near ratios of the gearing as determined by the settings of the gear shifting lever. The ends of the various legs of the slot are indicated by the indicia R, 1," 2" and "3 and the cross-over slot is indicated by the indicia N, thus giving the operator visual knowledge of the conditionof the gearing.

In order for the lever H to be selectively connected to control the two shifting arms 40 and 44 and through them the shiftable elements of the gearing, the control shaft 4| carries a pin 41 which is positioned between the confronting hubs of the two arms and arranged to be received in either the slot 48 in the hub of the arm 40, or the slot 49 in the hub of the arm 44. A spring ill at the lower end of the shaft 4| is arranged to act on the shaft, with the bearing bracket 5| for the shaft 4| as a backing, to normally bias this shaft downwardly so that the pin 41 will enter the slot 48 whenever the gear shifting lever is set in its neutral position. Under such conditions the pointer will be aligned with the crossover slot in the indicia plate and free to move into either the end of the leg marked 2 or the end of the leg marked 3. When the handle His swung so that the pointer moves to the ends of the legs of these slots, second and high [speed] gear ratios are obtained, due to proper rotation of the shifting arm 44 and the structure Operably connected [therewith] thereto, including the shifting fork 32 and the double clutch element 21. If the gear shifting lever H should be pulled upwardly towards the steering wheel when the gearing is in neutral, then the shaft 4! will be disconnected from arm 40 and connected to the shifting arm 44 by pin 41 entering slot 49 and a rotation of the shaft will bring about establishment of the low and reverse [speed] gea'r ratios, depending, of course, upon which direction the shaft 4| is rotated from the neutral position.

As previously mentioned, the engine E of the vehicle has a carburetor R which is controlled by an accelerator mechanism including a pedal P in the operator's compartment. Referring to Figures 1, 8, 11, 12 and 13, the accelerator mechanism will now be described. As shown in Figure l the carburetor R is associated with the intakemanifold 52 of the engine. The carburetor has a throttle valve 53 of the butterfly type (Figures 1, 8 and 12) which is controlled from the exterior of the carburetor by an arm 54 connected to the buterfly pivot shaft 55. A rod 56 extends forwardly from this arm and operably connects it to the free end of an arm 51 pivoted on a bracket BR associated with the carburetor and to be later referred to. At a point intermediate the free end of the arm 51 and its pivotal end, there is connected a rod 58 which leads rearwardly and is operably connected to an arm 59 of a fourarmed bell-crank lever 60 pivoted on the rear side portion of the engine by a pin 8|. Connected to another arm 62 of this bell-crank lever is a rod 63 which extends through the floor board 64 of the operator's compartment and has a connection with the upper end of the accelerator pedal P, which pedal is hinged at its lower end to the floor board. A spring 65 is connected from the arm 54 of the butterfly valve to the engine so as to normally bias the butterfly valve to its closed engine idling position.

This accelerator mechanism, just described, is employed as part of my improved power transmitting control mechanism and in order to accomplish desired results, as will become apparent later, it is desirable that the accelerator pedal 11 have limited free idle travel from a position wherein the pedal Pis fully released and before a point is reached wherein the butterfly valve is initially opened from its engine idling position. To accomplish this there'is provided in the linkage between the pedal and the butterfly valve a lost-moton connection. Preferably this connection is provided in the connection between the rod 56 and the upper free end of the pivoted arm 51. The arm 51 is provided at its upper end with a slot 56 into which the bent end 61 of the rod 55 is positioned. In order that the idling travel, [permitted] accommodated by slot 66, will be available when pedal P assumes its fully released position, a second spring 68 is connected between the arm of the bell-crank lever and the engine. This spring normally acts to bias the arm 51 forwardly so that the bent end 51 of the rod 56 will be at the rear end of slot 86. Thus it is seen that the pedal P can move from the full line position, shown in Figure l, to the first dotted line position, also shown in Figure 1, without acting to move the butterfly valve of the carburetor and cause speeding up of the engine.

, In order that there will be a positive connection between the arm 51 and the rod 56 after the lost-motion provided by the slot 66 has been taken up [and thus] to insure that all movements of the pedal and butterfly valve will be in unison thereafter, regardless of any friction in the parts, the upper end of-the arm 51 has pivotally mounted thereon a hook 69 arranged to hook over the turned end of the rod 56 and positively hold the said rod end at the forward end of the lost-motion slot 68. A torsion spring biases this hook to its unhooked position as shown in Figures 1 and 8. The hook is provided with a tail 1| which is arranged to cooperate with a cam plate 12 fastened to the bracket BR, on which the 'arm 51 is also pivoted. The cam has a cam surface 13 so positioned with relation to the tail that when the accelerator pedal is depressed sufllciently to take up the lost-motion provided by slot 65, the tail will engage the cam surface 13 and so pivot the hook that it will engage the turned end 61 of the rod. As the arm 51 continues to move, as a result of continued movement of the accelerator pedal, the tall continues to cooperate with the cam surface so that the hook will remain engaged throughout [any] the full operation of the operating cycle of the butterfly valve. When the accelerator pedal is released to a point [where] wherein the tail no longer engages with the cam plate, the spring 10 will release the hook from the turned end of the rod and [permit] thus enable the lost-motion provided by the slot 66 to be re-established.

In order that the idling position of the butter fly valve may be definitely determined, the carburetor has an adjustable stop 14 which cooperates with the arm 54 on the outer end of the pivot shaft 55 of the butterfly valve. Also, in order that the pedal P may have a stop for its full released position to which it can be returned by the spring 68, there is provided a stop 15 (Figure 1) which is associated with a control means for an accelerator control switch A mounted on the [dash board] firewall 16 of the vehicle and to be later described. This stop 15 is car ried by the box of the accelerator controlled switch "A and is engaged by the arm 11 which controls the switch. The arm 11 is connected by a rod 18 to an arm 19 of the bell-crank lever 80, forming part of the linkage between the accelerator pedal and the throttle [value] valve.

. The control mechanism which is to be under the control of the accelerator mechanism and is employed to control the disengaging and reengaging of the friction clutch CL and also to cause certain gear ratio changing, comprises as its essential devices a clutch-controlling valve means C, a centrifugal governor G, a limit switch L," an accelerator switch "A" and a "kick-down switch K. Associated with the valve means C is a diaphragm servomotor "D" and a solenoid-controlled valve "S." The various switches referred to and the solenoid for the solenoid controlled valve S are all embodied in control circuits which are associated with the ignition switch I for the engine and draw their electric current from the battery "B" until the generator (not shown) is cut in a predetermined vehicle speed. These various devices referred to by letters are all shown in Figure 1 and most of them are also shown in the wiring diaphragm of Figure 48. In addition to this, the actual structure of the devices is disclosed in detail in Figures 8 to 47 and details thereof will now be described, together with the electrical circuits involved.

Referring first to Figures Blto 20, the control valve means C, together withthe vacuum-controlled diaphragm motor D and the solenoid controlled valve S, will be described, as will also their relationship to certain other structure. The control valve means C, which includes what is to be called the combined follow-up valve and dampening valve, has a casing mounted on the bracket BR, already referred to in connection with the accelerator mechanism previously described. This casing is provided with two parallel bores 8| .and 82. [Slideable] Slidable within bore 8| is a rod 83, the rear end of which extends out of the casing and is connected to the arm 51 by an adjustable coupling 84, said connection being made to the lever at the point [where] wherein the accelerator rod 58 is connected. The forward end of the rod 83 is pivoted to the free end of an arm 85 which is pivoted in an enlarged chambered portion of the casing as best shown in Figure 15. The connection between the rod 83 and the arm 85 comprises a pin and slot arrangement 86 which enables the arm to be swung on its pivot as the rod 83 is reciprocated in the bore ill by actuation of the accelerator mechanism.

The bore 82 is provided with a sleeve 81 which is press fitted into the bore. Slidable within this sleeve is a spool valve element It extending from the forward end of the bore 82 and [being] operably connected to the intermediate portion of the arm 85 by a pin and slot connection 89 so as to be movable by said arm. The spool valve 88 comprises one element of a follow-up valve and the other element of this follow-up valve comprises a sleeve valve element 80 in the shape of a cup, slidable in the rear end of the sleeve 82 already referred to. The spool valve element is provided with a fairly wide annular groove 9| at its inner end and a narrower annular groove 92 spaced therefrom towards the in Figures 15, 18, 19 and 20. The spool valve element also is provided with an axial passage 03 so that the inner portion of the sleeve valve can be placed in communication at all times with the chamber 04 01' the valve casing in which the previously referred to arm is positioned, which chamber is always in constant communication with the atmosphere through an air filter 05. With this arrangement the inner portion of the sleeve valve will always be subject to atmospheric pressure which prevents air being trapped between the valve elements.

The annular groove 0| is arranged to be continuously in communication with the fluid motor M during a predetermined movement of the spool valve element 00 for operating the clutch and for accomplishing this, the sleeve 01 is provided with a slot 00 associated with a port 01 in the casing to which is connected a conduit 00 leading to the fluid motor M. In order to insure that this slot 00 will not be closed by the larger diameter 01' the spool valve element during approximately two-thirds of its stroke, the said valve is formed with a land 00, as best shown in Figures 16 and 17. The annular groove 0| is also arranged to be in constant communication in a like manner with the diaphragm motor D associated with the valve means C, and to accomplish this, the sleeve 01 is provided with a slot I00 which is opposite the end of a drill passage IOI in the valve casing. This drill passage IOI leads forward to the diaphragm motor D. In order that the slot I00 will not be covered up by any actuation of the spool valve element during approximately two-thirds of its stroke, said spool valve element has a second land I02. The bore 02 which receives the pressed in sleeve 01 is enlarged to form with the sleeve 01 an annular chamber I00,'and in order that air may enter this chamber from the interior oi the sleeve 01, and also the interior oi the sleevevalve element 00, the sleeve 01 is provided with opposed slots I04 and I00. These slots are controlled by the sleeve valve element 00 and such sleeve valve element is provided with cooperating slots I00 and I01, said slots being shorter in axial length than the slots I04 and I00. Slots I00 and I0! in the sleevevalve element are also so associated with the annular rib I00 on the inner end or the spool valve element so as to provide the follow-up valve.

. When the sleeve valve element 90 and the spool valve element 00 function as a follow-up valve, 'air will be able to passirom the annular chamber I00 through the slots I04 and I05 in fixed sleeve 01, [then] thence through the slots. I00 and I0'I in the sleeve valve element 00 and from there into the annular groove II in the spool valve element which, as already indicated, is in constant communication with the diaphragm fluid motor D and the clutch control motor M.

The annular groove 0| in the spool valve element is also arranged to be connected with the source of fluid pressure diil'erent from atmosphere, which in this instance will be, for example, the intake manifold of the engine. This connection is to be available only when the accelerator pedal is fully released. To accomplish this the fixed sleeve 01 is provided with a slot I00 which communicates with a passage H0 in the casing 00 leading to a small chamber III formed in an extending portion 01' the valve casing 00. The slot I00 is so positioned with respect to the spool valve element that it will be closed 01! by said element when the accelerator pedal is depressed from released position.

The closing oil is accomplished before the carburetor butterfly valve is opened due to the limited lost-motion in the accelerator mechanism already described. The chamber II is connected through a port II2 to a conduit I I3 which leads to the intake manifold of the engine. A disk check valve 2' is associated with port II2 which will be unseated by suction. The port H2 is arranged to be controlled by the solenoid-[control] controlled valve S and is thus provided with a seat II4 for cooperation with a movable disc type valve element II5 mounted on the end of a solenoid armature H6. The solenoid armature is slidable within the solenoid windings III contained in a cup-shaped cover IIO. A spring IIO normally biases the armature so that valve element II5 will be seated on seat II4.

In order to provide an atmospheric inlet to the chamber II! it has associated therewith a plate I20 having a port I2I provided with a seat I22 which is opposed to the seat [I4 and arranged to be engaged by the valve element H5. The spaced arrangement of the seats II4 and I22, together with the valve element H5, is such that when the solenoid is energized the valve IIB will be unseated from the seat H4 and seated on the seat I22 to thus close 01! the port I2I. When the solenoid is de-energized reverse operation will take place. The port I22 is arranged to be in constant communication with the atmosphere by the provision of a drilled passage I22 coming from the chamber 04 and entering a chamber I24 formed below the plate I20. The drilled passage is arranged to have its cross sectional area varied by a needle valve I25. The chamber I24 is connected to admit air to the annular chamber I03 surrounding the fixed sleeve 01 and this is accomplished by means of a drilled passage I20.

The intake manifold connection to the conduit H3 is accomplished by means of a spacer plate I21 (see Figure 11) which is mounted beneath the carburetor mounting flange. Interposed between the spacer plate and the [bolt of] opening into the manifold is the attaching flange I20 01' the bracket BR (see Figure 8). Suitable cap bolts connect the carburetor, the spacer plate, the bracket flange I20 and the manifold together in proper aligned relation. The spacer plate has an opening I20 in correct alignment with the bore in the carburetor leading to the intake manhold. A similar opening is in the bracket attaching flange. A drilled passageway I00 connects the conduit I II with the opening I29.

The sleeve valve element 90 is arranged to be under the control of the diaphragm motor D and when so controlled it functions both as an element of the follow-up valve structure and as a dampening valve. Its function as a follow-up valve is in cooperation with the spool valve element 00 and its function as a dampening valve is in cooperation with the slots I04 and I05 in fixed sleeve 01.

Again referring to Figures l5, l8, l9. and 20, the diaphragm motor D is associated with the portion of the casing which contains the atmospheric chamber 94 in which the arm 05 is pivoted. The motor has a cup-shaped casing element I3I which is bolted to the casing 00 by means of bolts I22. The diaphragm I33 for the motor has its peripheral portion clamped between the casing element I3I and the casing 00. The diaphragm with the casing element I3I provides a chamber I04 to which the previously resauna ferred to drilled passage I! is connected, a portion. of said passage extending through casing element I3I. The diaphragm has opcrativelu connected thereto a rod I35 which extends across the chamber 94 and has slidable bearing in a bore I36. This rod has connected to it a second rod I31, which extends out of the casing 50 for controlling the sleeve valve element 50. The connection between the rod I31 and the sleeve valve comprises an arm I35 carried on the outer end of the rod and secured to a short rod I attached to the sleeve valve element 50. In order that adjustment may be provided between the sleeve valve element and the diaphragm, the arm I38 is connected to the rod I31 by an adjustable means I40. A closure plate I4I is provided for the flanged end of fixed sleeve 51 and this plate acts as a stop means for the valve element 50 in its normal inoperative position. A coil spring I42 acts on the diaphragm to normally bias it so that the valve element 90 will be in its normal inoperative condition, this condition being shown in Figure 15. The spring I42 is arranged to have its tension adjusted by an adjusting screw I43 which acts on a cup-shaped washer I44 against which the spring I42 abuts. A lock nut I45 insures that the screw will be locked in any adjusted position.

When the diaphragm motor D is connected to the sleeve valve element 90 in the manner shown it is seen that if the diaphragm motor D is caused to operate by placing it in communication with the engine intake manifold, the diaphragm I33 will be moved to the left from the position shown in Figure and assume the position shown in Figure 18. This will result in a movement of the sleeve valve element 90 from the position shown in Figure 15 to the position shown in Figure 18, [where] wherein it is ready to function as an element of the follow-up valve means by cooperation with the spool valve element forming the other element of the follow-up valve, and also function as the dampening valve element independently of the condition of the spool valve element, which is controlled by the accelerator pedal. It is to be noted that a common connection of the diaphragm motor D and the clutch controlling motor M to the intake manifold is provided by conduit II3 whenever drilled passages I00IOI are placed in communication with the annular groove 9I. Because of this common communication, it is apparent that the fluid pressure effective in the diaphragm motor D will always be the same as in the suction motor M.

The suction operated motor M employed to control the friction clutch CL of the vehicle, is also of the diaphragm type and is best illustrated in Figures 1 and 2. The motor is constructed from two cup-shaped members I45 and I41. Between these two members is clamped the diaphragm I48 of the motor to thus provide a suction chamber I40 and an atmospheric chamber I50. A spring I5I normally biases the diaphragm into the atmospheric chamber I50 as shown in Figure 1. The suction chamber I49 is connected by a short tube I45 to the previously referred to conduit 59 coming from the valve control means C. A cable I52 connects the diaphragm with the previously mentioned arm II which controls the [main] friction clutch CL. The suction motor is mounted on the side of the engine by a suitable bracket I53. When atmospheric pressure is present in both chambers I49- and I50 the friction clutch 0L will be [allowed to be] engaged 75 intermediate portion of the arm d at t e other.

under theaction of its engaging sriringtogethei' with the spring I5I acting on the diaphragm, all as shown in Figure 1. When the chamber I4! is connected to the intake manifold of the engine through the control valve means C, differential pressures will be effective in the chambers I45 and I50, thus causing the suction motor to be operated and the diaphragm moved to the position shown in Figure 2 wherein the friction clutch CL will be disengaged.

The governor control switch means G, forming one of the devices ofthe control means, will now be described, and in connection therewith reference is made to Figures 21 to 24. The governor switch means is of the two-stage type and is so arranged that one switch, which will be referred to as G", will be closed when the speed of the vehicle is substantially 5 to '7 'miles per hour, and a second switch referred to as G will be closed when the speed of the vehicle is at or above approximately 7 miles per hour. The governor has a cup-shaped case I54 provided with a cover I55 of suitable non-conducting material. The governor is attached to the same bracket BR that the control valve means C is attached, this attachment being accomplished by providing a holed flange I55 on the bracket BR through which is an extending threaded part on the lower portion of the casing. This extending and is clamped to the bracket flange by a nut I51. Journaled in the casing is a shaft I55 which is driven, for example, by means of a flexible shaft I55 from the propeller shaft 22 of the vehicle. To drive the shaft I55 the propeller shaft is provided with a worm gear I50 which meshes with a gear I5I on a shaft I52 to which the shaft I59 is connected. The geared driving connection can be the same as employed to drive the flexible shaft I53 which controls the speedometer of the vehicle.

The shaft I55 of the governor is provided with a plate I54 on which is pivoted two centrifuge members I55 and I55 to provide a fly-ball type of govemor. These two centrifuge members engage a sleeve I51 slidabl mounted on a pin I55 extending from the shaft I55. The pin I55 is square, as is the bore of sleeve I51, so that the sleeve will rotate with shaft I55. The connection between the sleeve I51 and the centrifuge members is such that the sleeve will be moved upwardly whenever the centrifuge members fly outwardly, due to increasing speed of the shaft I55 which, of course, would be caused by increasing speed of the vehicle. Sleeve I51 has a short portion I55 extending upwardly'therefrom and integral with this short portion is an eccentric cam member I15 for controlling the two switches G and G of the governor.

The cover carries the fixed contact element III of the switch G and the fixed contact element I12 of the switch G These contact elements have terminals I13 and I14, respectively. The cover of the governor also has pivoted thereon an arm I15 which forms the movable member by which the movable contact elements I15 of switch G and I11 of switch G are controlled. This arm is arranged to swing in a plane at right angles to the axis of the governor. Its pivot pin I15 is at one end of the arm and the other end of the arm lies between the fixed contacts HI and I1! and carries the contacts I15 and I11. The arm I15 is arranged to be ofthe snap-over type and to accomplish this there is provided an overcenter spring I15 connected at one end to an end to the casing and extending across the axis of the pivot pin I18 for the arm. The spring arrangement is such that it will be effective to perform the final closing movement of the contacts comprising switch G with a"snap" action and hold them closed or to complete the closing of contacts comprising switch G and, once such contacts are closed, to hold them closed until another change-over is made.

The moving of the arm I15 to the two switch closing positions is accomplished by means of the previously referred to eccentric cam I and over-center spring I19. To accomplish this the bottom of the arm carries a downwardly extending pin I80 on one side of the axis of the governor and on the opposite side a flange portion I8I, from which extends upwardly a second pin I82. The ends of the pins I80 and I82 are so axially spaced from each other that it is impossible for the eccentric cam to engage both pins simultaneously. Also the diameter of the cam I10 is slightly less than the distance between the sides of the pins contacted by the cam so that when either of the switches G or G is closed the associated pin will be out of the rotative path of the eccentric cam I10.

When the vehicle is stopped, or being driven belowapproximately 7 miles per hour, the cam I10 will be in a position to engage pin I82 and consequently the arm I will be swung overcenter so that the spring I19 can close the contacts of switch G with a "snap action, in which position the contacts will be held by the spring I18. Once these contacts are caused to be closed the pin I02 will be so positioned that it will no longer be able to be contacted by the cam I10 as it rotates with the governor shaft I58. As the speed of the vehicle increases above '1 miles per hour, the cam I10 will be moved upwardly by the centrifuge member to a point above the upperend of the pin I82 and will then be in a position to engage the lower end of pin I00. When this occurs the eccentric cam will swing the arm I15 so as to cause a breaking of the contacts of the switch (3 and as the arm I15 moves over-center the spring I19 will complete the closing of the contacts of switch G with a snap action and maintain them closed until switch G is again closed. When the switch G is closed the pin I80 will 'be positioned sufficiently away from the eccentric cam that it cannot hit this pin as said cam continues to rotate. If the speed of the vehicle should drop below 1'miles per hour, the cam will again cooperate with the pin I82 and open the contacts of switch G and cause the closing of the contacts of switch G' 'by the'acti'on of the over-center spring I19. The construction of this two-stage governor switch means'insures a smooth and quick switch change-over action, since the centrifuge members need only operate the sleeve I81. The movement of the switch controlling arm requires none of the centrifugal force employed for selectively moving the sleeve I61 axially as the switchmoving force comes from the rotation of thesleeve. As a result, considerable or all hunting is eliminated, and also the contact elements can be made sufliciently large to carry heavy current loads without the necessity of using relay switches in the electrical control circuits, particularly sustained energized control circuits.

The centrifuge members are arranged to act against a spring means, preferably carried by the cover I55, and to accomplish this the pin I89 s0 extends through a slot in the arm I15 that it can 'of which may be adjusted by a screw-plug I85.

The movable contacts I16 and I11 are arranged to be grounded and this is accomplished by copper strip I86 (Figure 21) which connects the pivot pin I18 of the arm to the governor'casing. The circuit connections of the fixed contacts of the switches Cl and G3 will be later referred to when the wiring diagram is described.

Another device of the control means is the limit switch means L, the details of which are disclosed in Figures 26 to 34. This limit switch means comprises two switches L and L enclosed within a witch box I01, and is mounted on the lower portion of the steering column above the shifting arms 40 and 44 and is bolted to anextension I88 of the bracket 5|, which extension I overlies the portion of the shifting control shaft 4| which carries the shifting arms. The limit switch means is to be controlled solely by the second and high speed shifting arm 40 and to accomplish this the switch box has journaled therein a cam shaft I89 on the outer end of which is secured an arm I90. In order to actuate this arm by the gear shifting arm 40 a link I! connects the arm I90 with a short extending arm I92 which extends from the hub of the arm 40 on the side of the shaft opposite that from which the arm-40 extends.

Within the switch box are the two limit switches U and L and these switches are carried by the cover plate I93 which is made of nonconducting material. The fixed contact I04 of the switch L is carried on a bracket I95 attached to the inside of the cover plate by a terminal I86. The movable contact I 91 of the switch L is carried on an arm' I98 which is pivoted to a bracket I99 attached to the inside of the cover plate by a terminal 200. The arm is biased by a spring 20l so that the contacts can be closed. The free end of the arm I90 carries an extension 202 of non-conducting material which overlies the cam shaft I89 so that said shaft canopen the switch contacts. To accom plish this the cam shaft I89 has an actuating cam 203 so formed that only a rotation of the cam shaft is a counter-clockwise direction, as viewed in Figure 32, will open the contacts of the switch.

- Construction of the switch L is substantially the same as that of L The fixed contact 204 of this switch is carried on a bracket 205 attached to the inside of the cover plate by a terminal 206. The movable contact 201 of the switch L is carried on an arm 200 pivoted to a bracket 209 which is secured to the inside of the cover plate by a terminal 2 III. A spring 2I I nor-.- mally biase the arm so that the contacts can be closed. The free end of the arm 208 carries an extension 2 I2 of non-conducting material for cooperation with an actuating cam 2I3 on the cam shaft I89. The cam 2I3 is so arranged that it can open the switch only when the cam shaft is turned in a clockwise direction as viewed in Figure 3 3.

Both cams 203 and 2I3 have a predetermined relationship with each other, as can be seen best in Figure 34, and with the switches L and L This relationship is such that both switches L and L will be closed by their springs 20I and 2| I, respectively, when the cam shaft I89 assumes a position corresponding to that of the neutral position of the second and high speed shifting arm 40. Whenever the shifting arm 40 is rotated to obtain second speed ratio, the switch cam shaft 

